Vehicle for performing minimal risk maneuver and method for operating the same

ABSTRACT

Disclosed is a vehicle which supports a minimal risk maneuver. The vehicle performs driving, perform the minimal risk maneuver when a specific event occurs during the driving, eliminates the risk of the vehicle in accordance with the initiation of the minimal risk maneuver, ends the minimal risk maneuver when the risk of the vehicle is eliminated, and performs the driving again after ending the minimal risk maneuver.

CROSS-REFERENCE OF RELATED APPLICATIONS

The present application is a U.S. National Phase entry of InternationalPatent Application No. PCT/KR2021/014662, filed Oct. 20, 2021, whichclaims priority to Korean Patent Application Number 10-2020-0140550,filed Oct. 27, 2020, the disclosures of which are incorporated byreference herein in its entireties.

TECHNICAL FIELD

The present disclosure relates to a vehicle for performing a minimalrisk maneuver and a method for operating the same.

BACKGROUND

Recently, an advanced driver assistance system (ADAS) has been developedto assist drivers in driving. The ADAS has multiple sub-technologyclassifications and provides convenience to the driver. Such an ADAS isalso called autonomous driving or an automated driving system (ADS).

Meanwhile, when a vehicle performs autonomous driving, an unexpectedaccident or event may occur. If an appropriate response to the event isnot performed, the vehicle may be in risk.

DISCLOSURE Technical Problem

According to the present disclosure, when the vehicle is in risk due toan event occurring while the vehicle is being driven, a minimal riskmaneuver for eliminating (or reducing) the risk can be performed.

Technical Solution

One embodiment is a vehicle which is able to perform autonomous drivingwithout intervention of a driver, to perform a minimal risk maneuver(MRM) when a specific event occurs during the autonomous driving, toeliminate the risk of the vehicle in accordance with the initiation ofthe minimal risk maneuver, and to convert the condition of the vehicleinto a minimal risk condition by ending the minimal risk maneuver whenthe risk of the vehicle is eliminated.

Advantageous Effect

According to the present disclosure, even if a vehicle is in risk due toan event occurring during autonomous driving, the minimal risk maneuvercapable of eliminating the risk can be performed. Accordingly, thevehicle can escape from the risk and the condition of the vehicle can beconverted into a minimal risk condition, so that the driving stabilityof the vehicle can be further increased.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 shows a vehicle according to an embodiment of the presentdisclosure.

FIG. 2 is a diagram showing a state of a vehicle according to a firstembodiment of the present disclosure.

FIG. 3 is a flowchart showing an operation of the vehicle according tothe first embodiment of the present disclosure.

FIG. 4 shows an example of a minimal risk maneuver (MRM) according tothe first embodiment of the present disclosure.

FIG. 5 shows examples of the minimal risk maneuver according to thefirst embodiment of the present disclosure.

FIG. 6 shows examples of the minimal risk maneuver according to thefirst embodiment of the present disclosure.

FIG. 7 shows examples of the minimal risk maneuver according to thefirst embodiment of the present disclosure.

FIG. 8 shows examples of the minimal risk maneuver according to thefirst embodiment of the present disclosure.

FIG. 9 is a block diagram for describing steps of performing a minimalrisk maneuver (MRM) according to a second embodiment of the presentdisclosure.

FIG. 10 is a view for describing an MRM step according to the secondembodiment of the present disclosure.

FIG. 11 is a view for describing an MRM type according to the secondembodiment of the present disclosure.

FIG. 12 is a view for describing a minimum detection range according tothe second embodiment of the present disclosure.

FIG. 13 is a view for describing the minimum detection range accordingto the second embodiment of the present disclosure.

FIG. 14 is a flowchart showing a method for selecting a type of aminimal risk maneuver according to a third embodiment of the presentdisclosure.

FIG. 15 is a flowchart showing a safety zone stop motion according to aminimal risk maneuver according to a fourth embodiment of the presentdisclosure.

FIG. 16 is a flowchart showing emergency assessment and emergencyhandling according to a fifth embodiment of the present disclosure.

FIG. 17 is a flowchart showing a method for generating a notificationaccording to a minimal risk maneuver according to a sixth embodiment ofthe present disclosure. and

FIG. 18 is a flowchart showing a method for giving control authorityaccording to a seventh embodiment of the present disclosure.

MODE FOR INVENTION

Hereinafter, the present disclosure will be described with reference tothe accompanying drawings.

In the description of a plurality of embodiments in the presentdisclosure, each of the embodiments may be independent or two or moreembodiments may be mixed.

FIG. 1 shows a vehicle according to a first embodiment of the presentdisclosure. Referring to FIG. 1 , a vehicle 100 may support autonomousdriving. According to embodiments, the vehicle 100 can perform steering,acceleration, braking, shifting, or parking without an operation of adriver, and can be driven under the control of the driver when thedriver intervenes. For example, the vehicle 100 may mean a vehiclecapable of performing autonomous driving according to a level 3 orhigher according to society of automation engineers (SAE). However, thepresent disclosure is not limited thereto.

For example, the autonomous driving described herein may include atleast one of functions of an automated driving systems (ADS) such as apedestrian detection and collision mitigation system (PDCMS), a lanechange decision aid system (LCAS), a land departure warning system(LDWS), an adaptive cruise control (ACC), and a lane keeping assistancesystem (LKAS), a road boundary departure prevention system (RBDPS), acurve speed warning system (CSWS), a forward vehicle collision warningsystem (FVCWS), and low speed following (LSF).

The vehicle 100 may include a sensor 110, a controller 120, a processor130, a display 140, and a communication circuit 150.

The sensor 110 may sense surroundings of the vehicle 100 and generatedata related to the surroundings of the vehicle 100. According to theembodiments, the sensor 100 may include at least one of a camera, alight detection and ranging (LIDAR) sensor, a radio detection andranging (RADAR) sensor, and a position sensor.

The camera may photograph the surroundings of the vehicle 100 andgenerate an image of the surroundings of the vehicle 100 in accordancewith the photographing result. The camera may detect the front, rear,and/or side of the vehicle 100 and may generate image data according tothe detection result. For example, the camera may generate image datafor other objects (e.g., other vehicles, people, objects, lanes,obstacles) located at the front, rear and/or side of the vehicle 100.

According to the embodiments, the camera may include an image sensor, animage processor, and a camera MCU. For example, the image sensor maysense an image of a subject photographed through a lens, the imageprocessor may receive and process the data from the image sensor, andthe camera MCU may receive the data from the image processor.

The LIDAR sensor may detect the front, rear, and/or side of the vehicle100 by using light (or laser) and may generate detection data accordingto the detection result. For example, the LIDAR sensor may sense orrecognize other objects (e.g., other vehicles, people, objects, lanes,and obstacles) located at the front, rear and/or sides of the vehicle100.

According to the embodiments, the LIDAR sensor may include a lasertransmission module, a laser detection module, a signal collection andprocessing module, and a data transmission/reception module. A lightsource of the laser may have a wavelength in a wavelength range of 250nm to 11 μm. Alternatively, wavelength tunable laser light sources canbe used. Also, the LIDAR sensor may be divided into a time of flight(TOF) type and a phase shift type, depending on a signal modulationmethod.

The RADAR sensor may detect the front, rear, and/or side of the vehicle100 by using electromagnetic waves (or radio waves), and may generatedetection data according to the detection result. For example, the RADARsensor may sense or recognize other objects (e.g., other vehicles,people, objects, lanes, and obstacles) located at the front, rear and/orsides of the vehicle 100.

The RADAR sensor can detect an object up to 150 m ahead within a rangeof a horizontal angle of 30 degrees by using a frequency modulationcarrier wave (FMCW) method or a pulse carrier method. The RADAR sensormay process data generated according to the detection result, and suchprocessing may include enlarging the sensed front object or focusing onthe area of the object among the entire field of view.

The position sensor can measure a current position of the vehicle 100.According to the embodiments, the position sensor may include a GPSsensor, and the GPS sensor can measure the position, speed, and currenttime of the vehicle 100 through the communication with a satellite.According to the embodiments, the GPS sensor can measure a delay time ofa radio wave emitted from a satellite and obtain a position of thevehicle 100 based on a distance from an orbit.

The controller 120 can control the operation of the vehicle 100according to the control of the processor 130. According to theembodiments, the controller 120 can control steering, driving, braking,and shifting of the vehicle 100. For example, the controller 120 cancontrol components for steering, driving, braking, and shifting of thevehicle 100, respectively.

The controller 120 can control the steering of the vehicle 100 accordingto the control of the processor 130. In the embodiments, the controller120 can control a motor-driven power steering (MPDS) that drives asteering wheel. For example, when vehicle collision is expected, thecontroller 120 can control the steering of the vehicle in a directionwhich avoids the collision or minimizes damage.

The controller 120 can control the driving of the vehicle 100 accordingto the control of the processor 130. According to the embodiments, thecontroller 120 can decelerate or accelerate the vehicle 100 or turnon/off the engine. For example, the controller 120 can accelerate ordecelerate according to the control of the processor 130, and can turnon/off the engine when the driving of the vehicle 100 is started orfinished.

Also, the controller 120 can control the driving of the vehicle 100without the control of the driver. For example, the controller 120 canperform autonomous driving of the vehicle 100 under the control of theprocessor 130.

The controller 120 can control the braking of the vehicle 100 accordingto the control of the processor 130. According to the embodiments, thecontroller 120 can control whether or not the brake of the vehicle 100is operated and can control the pedal effort of the brake. For example,the controller 120 can control emergency braking to be operatedautomatically when collision is expected, etc.

The processor 130 may control the overall operation of the vehicle 100.According to the embodiments, the processor 130 may be an electricalcontrol unit (ECU) capable of integrally controlling components withinthe vehicle 100. For example, the processor 130 may include a centralprocessing unit (CPU) or a micro processing unit (MCU) capable ofperforming arithmetic processing.

The processor 130 can perform a determination related to the control ofthe vehicle 100, and can control the controller 120 in accordance withthe determination result. According to the embodiments, the processor130 can receive data from the sensor 100 and generate a control commandfor controlling the controller 120 based on the received data. Theprocessor 130 may transmit the control command to the controller 120.Also, the processor 130 may receive the input or control from the driverand control the controller 120 according to the input from the driver.

Meanwhile, in the above description, it is assumed that the controller120 and the processor 130 are separate components. However, according tothe embodiments, the controller 120 and the processor 130 may beintegrated as one component. For example, the controller 120 and theprocessor 130 may be integrated as one device and interwork with eachother.

The display 140 can visually display information related to the vehicle100. According to the embodiments, the display 140 can provide variousinformation related to the vehicle 100 to the driver of the vehicle 100under the control of the processor 130. For example, the display 140 mayvisually display a current state of the vehicle 100 under the control ofthe processor 130.

The communication circuit 150 can communicate with the outside of thevehicle 100. According to the embodiments, the communication circuit 150can receive data from the outside of the vehicle 100 or transmit data tothe outside of the vehicle 100 under the control of the processor 130.For example, the communication circuit 150 may perform communication byusing a wireless communication protocol or a wired communicationprotocol.

For example, the vehicle 100 may communicate with another vehicle(vehicle to vehicle) or with an infrastructure (vehicle toinfrastructure) by using the communication circuit 150.

FIG. 2 is a diagram showing a state of the vehicle according to thefirst embodiment of the present disclosure. Referring to FIGS. 1 and 2 ,the state of the vehicle 100 may be changed (or transitioned) accordingto the diagram shown in FIG. 2 .

The state of the vehicle 100 may be any one of a driving state S1, aminimum risk maneuver (MRM) state S2, a minimum risk condition state S3,and a minimum risk maneuver end state S4. According to the embodiments,the states S1 to S4 may be transitioned to other states when a specificcondition is met.

The driving state S1 may mean a state in which the vehicle 100 is beingdriven. According to the embodiments, in the driving state S1, thevehicle 100 may drive under the control of the processor 130. Forexample, the driving state S1 may mean a state in which the vehicle 100is being autonomously driven.

The minimum risk maneuver state S2 may mean a state in which the vehicle100 performs a minimal risk maneuver according to a request for theminimal risk maneuver. According to the embodiments, the vehicle 100being driven may initiate the minimal risk maneuver when the minimalrisk maneuver is required. That is, the driving state S1 may betransitioned to the minimum risk maneuver state S2.

In the minimum risk maneuver state S2, the vehicle 100 may perform anoperation for reducing the risk of the vehicle 100. According to theembodiments, the vehicle 100 may determine whether or not the minimalrisk maneuver is required according to various methods, and generate arequest for the minimal risk maneuver when the minimal risk maneuver isrequired. For example, the vehicle 100 may perform the minimal riskmaneuver by performing at least one of steering, deceleration,acceleration, lane change, and emergency braking. The minimal riskmaneuver does not inhibit other safety functions of the vehicle 100(e.g., automatic emergency braking, pedestrian collision detectionbraking, bicycle collision detection braking, etc.). That is, theminimal risk maneuver and other safety functions of the vehicle 100 maybe performed in parallel or sequentially.

When the minimal risk maneuver is initiated, the vehicle 100 may performthe minimal risk maneuver prior to the existing driving and obtain adriver's control authority. That is, the vehicle 100 may cancel or stopthe previously set driving and perform the minimal risk maneuver.

When the vehicle 100 performs autonomous driving, a specific event thatprevents the autonomous driving from continuing may occur. When thespecific event occurs, the vehicle 100 may be in a (unexpected) riskstate. The minimal risk maneuver may be performed on the vehicle 100 inorder to release (or relieve) such a risk state. For example, thevehicle 100 may automatically detect a specific event and automaticallyperform the minimal risk maneuver according to the occurrence of thespecific event.

The specific event may include failure of components of the vehicle 100,deviation of the vehicle 100 path, control failure of the vehicle 100.

According to the embodiments, when the autonomous driving, thecomponents for performing the autonomous driving, or components ofanother vehicle 100 fails, the vehicle 100 can perform the minimal riskmaneuver.

Also, according to the embodiments, when the vehicle 100 approaches aboundary of an operational design domain (ODD), the minimal riskmaneuver can be performed. The operational design may be a drivabledomain designed to allow the vehicle 100 to perform the autonomousdriving. For example, when the vehicle 100 approaches from the inside ofthe operational design domain to the outer boundary of the operationaldesign domain, the vehicle 100 can perform the minimal risk maneuver.

Also, according to the embodiments, the vehicle 100 may perform theminimal risk maneuver when the transfer (taking over) of the controlauthority of the vehicle 100 to the driver fails. In a case where thevehicle 100 is changed from an autonomous driving mode to a manualdriving mode (e.g., in the case of level 3 autonomous driving), when thedriver fails to control the vehicle 100 (e.g., a dynamic driving task(DDT) of SAE), the minimal risk maneuver can be initiated. For example,in a case where the transfer of the control authority to the driver ofthe vehicle 100 fails when the vehicle 100 is changed from theautonomous driving mode to the manual driving mode, the minimal riskmaneuver can be initiated. That is, even though a specific controloperation (e.g., brake operation or steering, etc.) by the driver isrequired, when the driver does not perform the specific controloperation, the minimal risk maneuver can be initiated.

If the minimal risk maneuver is not performed, the vehicle 100 maycollide with another vehicle, pedestrians, or other structures due to amalfunction of (autonomous) driving, and thus the driver, occupant orpedestrian may be injured. Further, due to the malfunction, the vehicle100 may deviate from the road. In other words, in the absence of theminimal risk maneuver, the autonomous driving of the vehicle 100 may notperform well as expected. In order to avoid the occurrence of suchundesired specific events, the minimal risk maneuver is necessary.

In the minimum risk maneuver state S2, that is to say, when the minimalrisk maneuver is initiated, the vehicle 100 can perform operations thatminimize the risk of the vehicle 100 and the driver or occupant of thevehicle 100 until the risk around the vehicle 100 is eliminated and arisk-free state is guaranteed.

According to the embodiments, depending on the initiation of the minimalrisk maneuver, the vehicle 100 can perform at least one of stopping thevehicle, controlling the steering of the vehicle, maintaining a lane,providing visual, audible and tactile notifications, decelerating thevehicle, accelerating the vehicle, and initiating/ending the autonomousdriving, turning off the vehicle, transmitting an emergency signal,controlling a hazard warning light, speed reduction warning, controllinga brake light, transferring control authority to another passenger, andremote control.

The minimum risk condition state S3 may mean a state in which the riskof the vehicle 100 is eliminated or reduced. According to theembodiments, as the minimal risk maneuver is performed by the vehicle100, the risk of the vehicle 100 can be removed. That is, the minimumrisk maneuver state S2 may be transitioned to the minimum risk conditionstate S3. For example, the minimum risk condition may mean a case inwhich the vehicle 100 is in a stable state or the vehicle 100 hasstopped. This minimum risk condition can be met by the operation of thedriver or by the vehicle 100 itself.

The minimum risk condition can be met when the risk of the vehicle 100is eliminated. In other words, in order to meet the minimum riskcondition, the minimal risk maneuver can be performed.

On the other hand, if the minimum risk condition is not met, the vehicle100 may continue to perform the minimal risk maneuver. In this case, thetransition from the minimum risk maneuver state S2 to the minimum riskcondition state S3 may not occur. For example, when the minimum riskcondition is not met, the vehicle 100 can ignore controls other than thecontrol of the vehicle 100 for the minimal risk maneuver. That is, whenthe minimal risk maneuver is initiated, the vehicle 100 continues toperform the minimal risk maneuver regardless of the control of thedriver.

The minimal risk maneuver end state S4 may mean a state in which therisk of the vehicle 100 is eliminated (i.e., the minimum risk conditionis met) and the minimal risk maneuver is ended. That is, the minimumrisk condition state S3 may be transitioned to the minimal risk maneuverend state S4.

According to the embodiments, when the minimum risk condition of thevehicle 100 is met after the minimal risk maneuver is performed, thevehicle 100 may end the minimal risk maneuver. For example, when thevehicle 100 is stopped, the minimal risk maneuver may be stopped orended.

According to the embodiments, the vehicle 100 may end the minimal riskmaneuver when the minimal risk condition is met and a reference timeelapses. For example, when the minimal risk maneuver is performed andthe vehicle 100 is stopped, the vehicle 100 may end the minimal riskmaneuver if the stop state is maintained for a reference time.

After the minimal risk maneuver is ended, the vehicle 100 can startdriving again. According to the embodiments, when the minimal riskmaneuver is ended, the vehicle 100 may start new driving or continue theexisting driving according to the operation of the driver or the controlof the processor 130.

In summary, referring to the diagram of FIG. 2 , the vehicle 100according to the present disclosure can perform (autonomous) driving(i.e., the driving state S1). When a specific event occurs during thedriving of the vehicle 100, the vehicle 100 may perform the minimal riskmaneuver (i.e., the minimum risk maneuver state S2). When the minimalrisk maneuver is initiated, the risk of the vehicle 100 is eliminated(i.e., the minimum risk condition state S3). When the risk of thevehicle 100 is eliminated, the minimal risk maneuver is ended (i.e., theminimum risk maneuver end state S4). After the minimal risk maneuver isended, the vehicle 100 can perform driving again.

FIG. 3 is a flowchart showing the operation of the vehicle according tothe first embodiment of the present disclosure. Referring to FIGS. 1 to3 , a request for the minimal risk maneuver is generated (S110).According to the embodiments, the processor 130 may detect the vehicle100 and a state around the vehicle 100, and may generate the request forthe minimal risk maneuver in accordance with the detection result.Alternatively, the vehicle 100 may recognize the request for the minimumrisk maneuver transmitted from the outside. The request for the minimalrisk maneuver may mean an arbitrary command which causes the vehicle 100to perform the minimal risk maneuver.

When there is a request for the minimal risk maneuver, the vehicle 100can determine a failure state (S120). According to the embodiments, thevehicle 100 may monitor the state of each of the components of thevehicle 100 and identify the failed components. The vehicle 100 maymonitor the state of each of the components of the vehicle 100 in realtime. The vehicle 100 may determine which sensor is currently available(or operable) among the sensors 110.

Also, the vehicle 100 can determine a failure state and a cause (orsituation) of the failure state. For example, the vehicle 100 canadditionally determine what causes the determined failure state.

The vehicle 100 may select a type of the minimal risk maneuver (S130).According to the embodiments, the vehicle 100 may select the type of theminimal risk maneuver suitable for a current failure state based on thedetermination result of the failure state.

The type of the minimal risk maneuver may include stopping the vehicle,controlling the steering of the vehicle, maintaining a lane, providingvisual, audible and tactile notifications, decelerating the vehicle,accelerating the vehicle, and initiating/ending the autonomous driving,turning off the vehicle, transmitting an emergency signal, controlling ahazard warning light, speed reduction warning, controlling a brakelight, transferring control authority to another passenger, and remotecontrol.

The vehicle 100 can initiate the minimal risk maneuver by using theselected type of the minimal risk maneuver (S140). According to theembodiments, the vehicle 100 can control the vehicle 100 according tothe selected type of the minimum risk maneuver. For example, theprocessor 130 of the vehicle 100 may transmit a control commandcorresponding to the selected type of the minimum risk maneuver to thecontroller 120, and the controller 120 may control the vehicle 100 inaccordance with the control command.

FIG. 4 shows an example of the minimal risk maneuver according to thefirst embodiment of the present disclosure. Referring to FIGS. 1 to 4 ,a minimal risk maneuver without lane change and a minimal risk maneuverwith the lane change are shown. That is, the vehicle 100 may perform theminimal risk maneuver on the vehicle 100 without the lane changeaccording to the initiation of the minimal risk maneuver, or may performthe minimal risk maneuver on the vehicle 100 together with the lanechange. The minimal risk maneuver without the lane change may includestraight stop and current lane stop, and out-of-lane stop may includeadjacent lane stop and shoulder stop. Lane change plus stop may mean theout-of-lane stop.

The vehicle 100 may perform at least one of the straight line stop,current lane stop, and out-of-lane stop based on the current failurestate and the type of an available sensor (sensor effectiveness).

The straight stop means stop made by controlling longitudinally (i.e.,in the traveling direction) without lateral control of the vehicle 100.According to the embodiments, the vehicle 100 may perform the straightstop through deceleration without steering control of the vehicle 100.For example, the vehicle 100 may perform the straight stop bydecelerating (e.g., activating a brake) without controlling the steeringof the vehicle 100.

When only the brake control of the vehicle 100 is possible and othercontrol functions fail, the straight stop can be performed bycontrolling the brake of the vehicle 100 or by removing the drivingforce of the vehicle 100.

The current lane stop means stop made in the lane (i.e., the currentlane) in which the vehicle 100 is traveling before initiating theminimal risk maneuver. According to the embodiments, according to thecurrent lane stop, the vehicle 100 can stop within a boundary of thecurrent lane in which the vehicle 100 is traveling. For example, thevehicle 100 can stop within the boundary of the current lane byrecognizing the current lane by using the sensor 110 and by controllingthe steering of the vehicle 100 along the current lane by using asteering function.

According to the embodiments, the vehicle 100 may perform the currentlane stop through lateral and longitudinal control or lateral control.

For example, when steering and brake control of the vehicle 100 ispossible and the front and rear detection of the current lane ispossible, the vehicle 100 performs a smooth stop while maintaining thecurrent lane through lateral and longitudinal control, therebyperforming the current lane stop.

For example, when steering control of the vehicle 100 is possible andthe front and rear detection of the current lane is possible, thevehicle 100 performs a sudden stop while maintaining the current lanethrough lateral control, thereby performing the current lane stop. Inthis case, the brake control may not operate normally.

The out-of-lane stop means stop made outside the lane in which thevehicle 100 is traveling before initiating the minimal risk maneuver ofthe vehicle 100. According to the embodiments, the vehicle 100 can stopby using a steering control function out of the current lane in whichthe vehicle 100 is traveling. For example, the vehicle 100 can stopwithin a boundary of another lane adjacent to the current lane or maystop within a range of a shoulder.

The vehicle 100 can recognize another lane adjacent to the current laneby using the sensor 110 and can stop within a boundary of theabove-described another lane. In this case, the vehicle 100 can performa lane change from the current driving lane to another lane by using thesensor 110.

The vehicle 100 can recognize the shoulder by using the sensor 110 andstop within a boundary of the current shoulder. Here, the vehicle 100can determine whether the adjacent lane is a shoulder or not by applyinga condition for identifying a shoulder (e.g., a solid lane).

According to the embodiments, the vehicle 100 can perform theout-of-lane stop through lateral and longitudinal control.

For example, when steering and brake control of the vehicle 100 ispossible and the front and rear detection of the current and next lanesis possible, the vehicle 100 performs a smooth stop or a sudden stopwhile changing the current lane through lateral and longitudinalcontrol, thereby performing the out-of-lane stop. Also, when steeringand brake control of the vehicle 100 is possible and the front and reardetection of the current and next lanes is possible, the vehicle 100performs a smooth stop or a sudden stop while changing the current lanethrough lateral and longitudinal control, thereby performing theshoulder stop.

FIG. 5 shows examples of the minimal risk maneuver according to thefirst embodiment of the present disclosure. The vehicle 100 may performthe minimal risk maneuver according to the examples shown in FIG. 5 .Referring to FIG. 5 , the vehicle 100 may perform the minimal riskmaneuver when a failure related to a driver (or a person) occurs, whenthe vehicle 100 is out of the operational design section (ODD), or whena failure occurs due to inevitable extrinsic circumstances.

The vehicle 100 may generate (or provide) a notification when the driverdoes not control the vehicle 100. According to the embodiments, thevehicle 100 may detect the state of the driver by performing activedriver monitoring. When the transfer of the control authority to thedriver is not prepared according to the detection result, the vehicle100 may provide a notification of the preparation for the transfer ofthe control authority to the driver by using the notification function.For example, the vehicle 100 may provide a notification of thepreparation for the transfer of the control authority to the driverthrough a visual, auditory, or tactile notification.

The vehicle 100 may perform the autonomous driving when the driver doesnot respond. According to the embodiments, the vehicle 100 may detectthe state of the driver by performing dynamic driver monitoring. Whenthe driver does not respond to the preparation for the transfer of thecontrol authority (i.e., when the transfer of the control authority isimpossible) according to the detection result, the vehicle 100 mayperform the autonomous driving without transferring the controlauthority to the driver.

When the vehicle 100 is out of the operational design domain ODD, thevehicle 100 can reduce its speed or stop. According to the embodiments,when the vehicle is out of the operational design domain ODD, thevehicle 100 can reduce its speed or stop by using at least one ofsteering control, acceleration control, and brake control.

The vehicle 100 may determine whether the vehicle 100 is out of theoperational design domain ODD or not by detecting the shape of the road(curved road, intersection or roundabout), road surface conditions (pothole, bump, icy road, water), weather (rain, fog, snow), and others(speed limit, traffic jam, etc.), and may reduce its speed or stopaccording to the determination result.

When a failure occurs due to inevitable extrinsic circumstances, thevehicle 100 may reduce its speed or may perform in-lane stop or(emergency) shoulder stop. According to the embodiments, when a failureoccurs due to inevitable extrinsic circumstances, the vehicle 100 canreduce its speed or perform the in-lane stop or (emergency) shoulderstop by using at least one of steering control, acceleration control,and brake control.

The vehicle 100 determines whether or not collision occurs by anothervehicle or determines whether or not a failure occurs in the componentsof the vehicle (such as tire puncture). According to the determinationresult, the vehicle 100 can reduce its speed or perform the in-lane stopor (emergency) shoulder stop.

FIG. 6 shows examples of the minimal risk maneuver according to thefirst embodiment of the present disclosure. The vehicle 100 may performthe minimal risk maneuver according to the examples shown in FIG. 6 .Referring to FIG. 6 , the vehicle 100 may perform the minimal riskmaneuver when a failure occurs in a control system.

When a failure occurs in an actuation (driving) function, the vehicle100 may perform the minimal risk maneuver.

For example, when a failure occurs in the steering function, the vehicle100 may perform the in-lane stop or reduce its speed by using at leastone of the acceleration control and the brake control.

For example, when a failure occurs in an acceleration means, the vehicle100 may perform the in-lane stop, deceleration, or shoulder stop byusing at least one of the steering control and the brake control.

For example, when a failure occurs in a deceleration means, the vehicle100 may perform the shoulder stop by using at least one of the steeringcontrol and the acceleration control.

For example, when a failure occurs in other driving means, the vehicle100 may perform the in-lane stop, deceleration, or shoulder stop byusing at least one of the steering control, the acceleration control,and the brake control.

When a failure occurs in an autonomous driving function, the vehicle 100may perform the minimal risk maneuver.

For example, when a failure occurs in a lane detection function, thevehicle 100 may perform the in-lane stop or deceleration by using afront vehicle following function.

For example, when a failure occurs in a front object detection function,the vehicle 100 may perform the in-lane stop by using at least one ofthe steering control and the brake control.

For example, when a failure occurs in a rear and side object detectionfunction, the vehicle 100 may perform the in-lane stop or decelerationby using at least one of the steering control and the brake control.

For example, when a failure occurs in an autonomous driving ECU, thevehicle 100 may perform the in-lane stop or deceleration by using analternative autonomous driving ECU.

For example, when a failure occurs in an in-vehicle network, the vehicle100 may perform the in-lane stop or deceleration by using networkredundancy. That is, even if a failure occurs in the in-vehicle network,the vehicle 100 transmits commands on the network by using previouslyobtained redundancy, thereby performing the in-lane stop ordeceleration.

For example, when a failure occurs in the connection for the connectedADS, the vehicle 100 may perform the in-lane stop, deceleration, orshoulder stop by using at least one of the steering control and thebrake control.

FIG. 7 shows examples of the minimal risk maneuver according to thefirst embodiment of the present disclosure. The vehicle 100 may performthe minimal risk maneuver according to the examples shown in FIG. 7 .Referring to FIG. 7 , the vehicle 100 may perform the minimal riskmaneuver when a driver (or a person) makes a wrong action or a failureoccurs in the control system.

When a failure related to a driver (or a person) occurs, the vehicle 100may provide a notification to the driver. According to the embodiments,the vehicle 100 may detect the state of the driver by performing theactive driver monitoring. When a failure related to a driver (or aperson) occurs, the vehicle 100 may provide a visual, auditory, ortactile notification to the driver. For example, the vehicle 100 mayprovide a speed reduction warning to the driver.

When a failure occurs in the control system, the vehicle 100 may providea notification to the outside or perform the longitudinal controlthereof.

For example, when a failure occurs in the control system, the vehicle100 may turn on or off the hazard warning light by using lightingcontrol or transmit an emergency message to a control center by using acommunication control function (or network redundancy).

For example, when a failure occurs in the control system, the vehicle100 may reduce the speed of the vehicle 100 by using a brake controlfunction, may turn off the power of the engine (or driving means) byusing a power control function, or may perform the in-lane stop by usingthe steering control and the brake control.

FIG. 8 shows examples of the minimal risk maneuver according to thefirst embodiment of the present disclosure. The vehicle 100 may performthe minimal risk maneuver according to the examples shown in FIG. 8 .Referring to FIG. 8 , the vehicle 100 may perform the minimal riskmaneuver when a failure occurs in the control system.

When a failure occurs in the control system, the vehicle 100 may performthe longitudinal control thereof or transfer (or take over) the controlauthority.

For example, when a failure occurs in the control system, the vehicle100 can maintain the driving lane thereof, perform the shoulder stop, ormaintain a directly preceding steering angle by using at least one ofthe steering function, an acceleration function, and a brake function.

For example, when a failure occurs in the control system, the vehicle100 may control the turn-on/turn-off of the autonomous driving functionby using the power control function and an authority redundancyfunction. The vehicle 100 may turn off the autonomous driving functionby turning off the ignition of the vehicle 100 or by transferring theauthority for the autonomous driving of the vehicle 100 to anotherentity (e.g., a driver). The vehicle 100 may turn on the autonomousdriving function in the opposite manner to the above.

For example, when a failure occurs in the control system, the vehicle100 may transfer the authority to another passenger by using theauthority redundancy function. The vehicle 100 may be changed into themanual driving mode by transferring the control authority to anotherpassenger.

For example, when a failure occurs in the control system, the vehicle100 may perform remote control by using at least one of thecommunication control function and the authority redundancy function.The vehicle 100 may be remotely controlled by transferring the controlauthority of the vehicle 100 to the outside.

FIG. 9 is a block diagram for describing steps of performing the minimalrisk maneuver (MRM) according to a second embodiment of the presentdisclosure.

While the autonomous driving is being performed according to the ADS, anevent in which the autonomous driving cannot be continued may occur. Forexample, an event corresponding to a failure of an autonomous drivingsystem of level 3 to 5 autonomous driving may occur. Alternatively,there may occur an event in which an autonomous vehicle of level 3 or 4autonomous driving is at risk of violating the operational design domain(ODD) limit. The ODD may refer to a boundary of a road as an operationaldesign domain. Alternatively, there may occur an event in which thedriver cannot obtain a driving authority although the ADS requests theintervention of the driver in the system of level 3 to 5 autonomousdriving.

In such a situation, the ADS can ensure the safety of vehicle occupantsby performing the minimal risk maneuver. For this, the system mustselect the most appropriate MRM type. In the selection, the state of thecorresponding vehicle, surrounding traffic conditions, etc., may beconsidered. When the minimal risk maneuver is performed, the vehicleperforms a stop in the longitudinal direction. When the lateral controlis possible, the lateral control may also be performed.

The present disclosure presents the following five MRM types. However,the scope of the present disclosure is not limited thereto and thepresent disclosure can include other MRM types which are the same as orsimilar to the five MRM types.

As a level 1 MRM type, the straight stop is performed only in thelongitudinal direction, and no longitudinal control is involved.

As a level 2 MRM type, the in-lane stop means that the vehicle stopswithin the boundary of a lane in which the vehicle is traveling.

As a level 3 MRM type, a lane change plus stop in traffic lane meansthat the vehicle stops with lane change within the boundary of a road inwhich a plurality of lanes are present.

As a level 4 MRM type, the shoulder stop means that the vehicle changesthe lane and stops on the shoulder out of the boundary of the road.

As a level 5 MRM type, a parking lane stop means that the vehiclechanges the lane and stops within a parking line out of the boundary ofthe road.

The vehicle mentioned in this disclosure may include a subject vehicleand a target vehicle. The subject vehicle refers to a vehicle to whichthe minimal risk maneuver is applied, and the target vehicle refers to avehicle which is in the vicinity of the subject vehicle and has apossibility of collision with the subject vehicle.

Also, a potential stopping area mentioned in the present disclosurerefers to an area adjacent to the current position of the subjectvehicle, and the subject vehicle can stop in the potential stoppingarea. For example, the potential stopping area can be determined byusing position information such as an HD map, sensing information inputthrough the sensor, information input through a communication device,etc.

Also, the lane boundary mentioned in the present disclosure may bedetermined by a visually recognizable marking, and if there is novisually recognizable marking, temporarily recognizable roadcharacteristics may be determined as the lane boundary. Alternatively,the lane boundary can be determined by using information received from aGPS or V2V and V21 information received from a communication device.

Referring to FIG. 9 , a step S910 in which the ADS normally operates isshown. In step S910, the autonomous driving system (ADS) normallyperforms a function as intended. The ADS can determine whether theminimal risk maneuver is required or not.

When an event A1 occurs in the ADS normal operation step S910, atransition to an MRM performing step S920 may occur. The event A1 may bea request for the minimal risk maneuver by the ADS.

When an event A2 occurs in the ADS normal operation step S910, atransition to a driver intervention request (i.e., request to intervene,RTI) step S950 may occur. The event A2 may mean that the RTI isperformed by the ADS or may mean a level 3 autonomous driving.Alternatively, the event A2 may mean that a warning is issued to thedriver by the ADS or may mean level 4 or 5 autonomous driving. Such anevent A2 may be optional.

In the driver intervention request (RTI) step S950, the ADS may requestthe driver to receive the driving authority. Since there may be caseswhere a person is not able to drive, this step can be performed only bya specified ADS (e.g., an ADS of level 3 autonomous driving).Specifically, when an event B1 occurs in the RTI step S950, a transitionto the MRM performing step S920 may occur. The event B1 may exceed apredetermined period of time after the driver intervention request (RTI)is made. Alternatively, when an event B2 occurs, a transition to an ADSstandby or ADS off step S940 may occur. The event B2 may mean a casewhere the driver begins to intervene (e.g., level 3 autonomous driving)or a case where a warning is issued (e.g., level 4 or 5 autonomousdriving).

In the MRM performing step S920, the ADS can control the subjectvehicle. Specifically, in the MRM performing step S920, the ADS canmonitor the state of the ADS, determine the MRM type, control thesubject vehicle, and warn factors (e.g., surrounding vehicles) aroundthe subject vehicle of risks. When an event C1 occurs in the MRMperforming step S920, a transition to a minimal risk condition (MRC)step S930 may occur. The event C1 may mean that the speed of the subjectvehicle is 0, that is, the subject vehicle stops. When an event C2occurs in the MRM performing step S920, a transition to the ADS standbyor ADS off step S940 may occur. The event C2 may mean that theintervention of the driver is made while the MRM is being performed.

In the MRC step S930, the subject vehicle may be in a stop state. Inthis step, the subject vehicle may perform stop state management, whichmay refer to vehicle control that maintains the vehicle in a stop stateregardless of the slope of the road surface at which the vehicle hasstopped. When an event D1 occurs in the MRC step S930, a transition tothe ADS standby or ADS off step S940 may occur. The event D1 may meanthat, when the driver turns off the ADS, the driver receives the controlauthority of the vehicle and controls the vehicle.

In the ADS standby or ADS off step S940, the ADS may be ended. In thisstep, the vehicle may perform the autonomous driving no longer.

The ADS may be in an active state in steps S910, S920, S930, and S950mentioned above. The ADS may be in an inactive state in step S940.

FIG. 10 is a view for describing an MRM step according to the secondembodiment of the present disclosure.

When a request for the MRM is generated (S1010), the state of the systemis monitored (S1020). Specifically, the vehicle analyzes the degree offailure of vehicle components, checks the system impact, determines thestate of the system component, and then determines the currentperformance of the autonomous driving.

Then, the MRM type is determined (S1030). Specifically, the mostsuitable MRM type may be determined at a point of time when the MRM isimplemented. This decision is made based on internal information (e.g.,the state of the system or vehicle) and external information (e.g., thedegree of congestion of surrounding traffic, ODD). The thus determinedMRM type may be transitioned to another MRM type when a specific eventoccurs.

Then, the MRM implementation is made (S1040). Specifically, thelongitudinal control and/or the lateral control of the vehicle is input,and thus the control of the vehicle can be performed.

By the MRM implementation step (S1040), the vehicle may become the MRCstate (S1050). Alternatively, the vehicle may return to the ADS statemonitoring step (S1020), and then steps S1020, S1030, and S1040 may berepeated. The repeating time may be predetermined by the system. Whenthe intervention of the driver occurs (S1060) while the MRM is beingperformed, the MRM may be ended.

FIG. 11 is a view for describing the MRM type according to the secondembodiment of the present disclosure.

As described above, the MRM type may include first to fifth five types.

The level 1 MRM type is the straight stop in which only the longitudinaldeceleration control is performed, and the lateral control is notperformed. According to the level 1 MRM type, the lateral control isimpossible. For example, the level 1 MRM type may be selected in thecase of a lane detection failure, control failure of a lateral actuator(steering), etc. When the MRM is performed according to the level 1 MRMtype, the vehicle may deviate from the boundary of a lane or may deviateto the outside of the road. Therefore, the level 1 MRM type may notallow control to accelerate the vehicle.

The level 2 MRM type is the in-lane stop in which both longitudinaldeceleration control and lateral control can be performed. The level 2MRM type can determine a front target vehicle and route by usingsurrounding information such as sensors, map data, and communicationinformation. The level 2 MRM type may be selected when it is possible tocontrol the lane change but is not possible to drive a distance largerthan a predetermined distance.

The level 3 MRM type is the lane change plus stop in traffic lane, inwhich longitudinal deceleration control and longitudinal accelerationcontrol can be performed and lateral control can also be performed. Thelevel 3 MRM type can determine a front target vehicle and route by usingsurrounding information such as sensors, map data, and communicationinformation. The level 3 MRM type may be selected when it is notpossible to move to a potential stopping area that is out of the flow oftraffic. For example, the level 3 MRM type may be selected when the ADSsystem is operating normally and the potential stopping area cannot bedetected or when it is impossible to drive to the potential stoppingarea by the ADS system due to time and/or system limit. The accelerationcontrol can also be performed for stable lane change. Whether to changelanes or the number of lanes to be changed may be determined accordingto circumstances.

The level 4 MRM type is the shoulder stop in which longitudinalacceleration control and longitudinal deceleration control can beperformed and lateral control can also be performed. The level 4 MRMtype can determine a front target vehicle and route by using surroundinginformation such as sensors, map data, and communication information.The level 4 MRM type may be selected when it is possible to drive to theshoulder of a highway and when there is no obstacle on the shoulder. Theacceleration control can also be performed when it is determined thatthe acceleration control is necessary in light of the flow of traffic tothe shoulder.

The level 5 MRM type is the parking lane stop in which longitudinalacceleration control and longitudinal deceleration control can beperformed and lateral control can also be performed. The level 5 MRMtype can determine a front target vehicle and route by using surroundinginformation such as sensors, map data, and communication information.The level 5 MRM type may be selected when it is possible to drive to aparking space and when there is no obstacle in the parking space. Theacceleration control can also be performed when it is determined thatthe acceleration control is necessary in light of the flow of traffic tothe parking space.

Each of the MRM types described above may be performed within apredetermined execution time. Such execution time may include a minimumexecution time and/or a maximum execution time. If the MRM cannot beperformed within a predetermined execution time, the MRM type may betransitioned to a low-level type which can be performed immediately.

The state of the vehicle may be monitored in order to determine the MRMtype as described above. For example, system performance and limitationsmay be monitored in real time. Based on such monitoring, the ADS candetermine the most appropriate MRM type under a given situation.Specifically, the ADS can monitor whether or not there is a mechanicaldefect or an electronic defect as an internal state of the vehicle. TheADS can monitor the failure of vehicle components such as sensors andactuators in real-time and continuously. Also, such a state may bemonitored when the state of the vehicle is transitioned from the ADS offstate to the ADS on state or vice versa. Also, surrounding conditionsoutside the vehicle may also be monitored in real time and continuouslyin order to determine the MRM type. For example, the surroundingcondition outside the vehicle may include whether the external conditionis a highway or a city, whether the condition of a lane is detectable,whether the tire pressure is appropriate, and the like.

The MRM type determined as described above may be transitioned to ahigh-level or a low-level type. This will be described in detail.

The MRM type may be transitioned to a high-level type. For example, whena low-level MRM type is determined due to a temporary defect or the likeand the defect is repaired while performing the MRM, the MRM type may bechanged to a higher-level MRM type. The high-level transition of the MRMtype may be determined based on state information of the components ofthe vehicle. Also, the high-level transition of the MRM type may bedetermined in consideration of the current speed of the vehicle and/orexternal surrounding information. For example, when the MRM is performedat a level higher than a predetermined level in a low-level MRM type,the MRM type may be maintained as the current low MRM type even thoughthe MRM type can be transitioned to a high-level type. Alternatively,even though the MRM is performed at a predetermined level, the MRM typemay be transitioned to a high-level type based on the surroundinginformation that there is no vehicle around the vehicle of the driver.It is preferable that the MRM type which is changed to a high-level typeis transitioned to the highest-level type based on the above-describedstate information of the components of the vehicle, vehicle speed,surrounding information, and the like.

The MRM type may be transitioned to a low-level type. For example, ahigh-level MRM type may be changed to a low-level MRM type when defectsin a vehicle component occur while the MRM is being performed, when thegenerated defects are deteriorated, when the lane change is impossibledue to a change in traffic conditions, etc. The low-level transition ofthe MRM type may be determined based on state information of thecomponents of the vehicle. Also, the low-level transition of the MRMtype may be determined in consideration of the current speed of thevehicle and/or external surrounding information. For example, when theMRM is performed at a level higher than a predetermined level in ahigh-level MRM type, the MRM type may be maintained as the current highMRM type even though the MRM type must be transitioned to a low-leveltype. Alternatively, even though the MRM is performed at a predeterminedlevel, the MRM type may be transitioned to a low-level type based on thesurrounding information that there are vehicles around the vehicle ofthe driver. It is preferable that the MRM type which is changed to alow-level type is transitioned to the highest-level type based on theabove-described state information of the components of the vehicle,vehicle speed, surrounding information, and the like.

Specifically, for example, a high-level transition from the level 1 MRMtype to the level 2 MRM type is as follows. When a front lane or a frontvehicle is not recognized but this recognition problem is solved, thehigh-level transition can be performed.

The high-level transition from the first or level 2 MRM type to thefourth or level MRM type is as follows. The high-level transition can beperformed when an internal condition for performing the higher type issatisfied (e.g., when the controller is reactivated or the speed of thesubject vehicle satisfies a predetermined speed (e.g., 60 km/h)), whenthe external condition for performing the higher type is met (e.g., whena congestion section is resolved), and when an external condition inwhich the vehicle stops according to a low-level type but the stopposition is determined to have a high risk of accident (e.g., the firstlane of a highway, on a railroad, a junction, etc.) and an internalcondition in which acceleration of the vehicle is possible aresatisfied.

The low-level transition from the third, fourth, and level 5 MRM typesto the first and level 2 MRM types is as follows. The low-leveltransition can be performed when an internal condition is not satisfiedto perform the high-level type (e.g., a failure of the control deviceduring the performance of the MRM, time-out, or the speed of the subjectvehicle is less than or equal to a predetermined speed) and when anexternal condition for performing the high-level type is not satisfied(e.g., when a congestion section occurs).

Meanwhile, the speed of the subject vehicle, which serves as an MRMoperating condition, may vary depending on the MRM type. For example,the level 1 MRM type or the level 2 MRM type may be determinedregardless of the speed of the subject vehicle (regardless of whetherthe speed of the vehicle is low or high). A low-level MRM is performedin the case of the level 1 MRM type and the level 2 MRM type because itis desirable that the MRM is performed in the full range of the speed.The third to level 5 MRM types may be determined only when the speed ofthe subject vehicle is equal to or greater than a predetermined speed.Here, the required predetermined speed may be a minimum speed requiredfor automatic lane change. That is, a high-level MRM type cannot bedetermined when the speed of the subject vehicle is less than thepredetermined speed because it is desirable to move quickly the vehicleand stop it even though the high-level MRM type (third to level 5 MRMtypes) is possible as a result of evaluating the internal and externalconditions.

As described above, factors determining a predetermined speed fordetermining the high-level MRM type (third to level 5 MRM types) mayinclude a maximum detection distance of front and rear sensors of thevehicle, a maximum speed limit, and a measurement error. Specifically,the predetermined speed may be determined such that a recognitiondistance value calculated in consideration of the maximum speed limitand a relative speed measurement error is smaller than the maximumdetection distance of the side-rear RADAR.

For example, a recognition longitudinal distance of a vehicle to be arecognition target of in-lane deflection driving function and lanechange assistance function is 80 m to 200 m with respect to the frontbumper of the subject vehicle. Accordingly, the recognition distancevalue S critical may be determined as 70 m resulted from the subtractionof 10 m from 80 m. This determination is made in consideration of thewhole length of the subject vehicle and the whole length of the targetvehicle. When a predetermined speed for determining the MRM is set to 60km/h, the recognition distance value of 61.68 m is derived byconsidering the measurement error of 5 km/h for the maximum speed limitof 110 km/h under the domestic law. The recognition distance value(61.68 m) is smaller than m that is the maximum detection distance ofthe side-rear RADAR. Therefore, as a predetermined speed for determiningthe MRM, a speed of 60 km/h is suitable.

Also, it is preferable that the deceleration of the subject vehicle issmaller than a predetermined value while performing the MRM. Thisintends to minimize the possibility of collision with other vehicleswithout interfering with the flow of traffic. This predetermineddeceleration may vary depending on the MRM type, and may be a constantvalue regardless of the MRM type (e.g., 4 m/s²).

In addition, the minimal risk maneuver may be canceled due to theintervention of the driver (RTI) or driver's overriding.

Once the minimal risk maneuver is initiated, the minimal risk maneuvermay not be canceled except when specific conditions are met. Forexample, the minimum risk maneuver may not be canceled when the minimumrisk maneuver is completed after the minimal risk maneuver is initiatedand the vehicle becomes the MRC state, may not be canceled without theoperation of the authorized driver. In the embodiment, the authorizeddriver may include an adult driver registered in the vehicle and/or adriver determined to be in a normal state when there is a drivermonitoring camera.

Also, in performing the minimal risk maneuver, if there is an occupant,an alarm may be performed internally/externally. For example,information on the minimal risk maneuver can be displayedinternally/externally. If there is no occupant, the alarm may beperformed only externally. For example, a hazard warning light mayblink.

The autonomous driving system may determine when to initiate the brakecontrol. For example, the autonomous driving system may determine toinitiate the brake control after a designated period of time elapsesafter performing a specific operation. Preferably, it is possible toinitiate the brake control in 2.5 seconds after displaying an alarm tothe outside such as blinking of a hazard warning light. This intends toprevent a collision with a vehicle behind the vehicle.

Also, in performing the minimal risk maneuver, at least one of therequired speed of the subject vehicle, the maximum deceleration, theminimum detection range, the brake control, the acceleration control,the lateral control, the MRC position, and the maximum/minimum executiontime may vary depending on the MRM type.

For example, the straight stop as the level 1 MRM type will bedescribed.

In the level 1 MRM type, there is no limit on the required speed of thesubject vehicle. That is, regardless of the speed of the subjectvehicle, the level 1 MRM type may be determined.

In the level 1 MRM type, the maximum deceleration is preferably 4 m/s²or less.

In the level 1 MRM type, the minimum detection range will be describedwith reference to FIG. 12 . In the level 1 MRM type, it is necessary todetect at least obstacles in the front of the subject vehicle. A minimumdetection distance d_(long,min) in the longitudinal direction may bedetermined as follows based on the maximum deceleration and the speed ofthe subject vehicle.

$d_{{long},\min}\left\{ \begin{matrix}\frac{V\text{?}}{2 \cdot a_{\max}} & {\frac{V\text{?}}{2 \cdot a_{\max}} > 10} \\10 & {otherwise}\end{matrix} \right.$ ?indicates text missing or illegible when filed

Also, the minimum detection distance d_(lat,min) in the lateraldirection may be determined to be the same as the width of the subjectvehicle.

It is preferable that the minimum detection range according to the MRMtype should be set wider as the MRM type is higher. This is because themore the type and number of usable sensors increase as the level of theMRM type is higher, and this is because it is preferable for safety thata minimum detection area should be set wider as the level of the MRMtype is higher.

Alternatively, the minimum detection range according to the MRM type maybe set wider as the level of the MRM type is lower. This is because thelower the level of MRM type, the higher the risk of collision withnearby vehicles since it is necessary to set the wider minimum detectionarea as the level of the MRM type is lower.

In the brake control of the level 1 MRM type, when a detectable distanceis less than the minimum detection distance or when the detection is notpossible, the brake control using the maximum deceleration can be made.However, if an obstacle within the minimum detection distance can bedetected, the brake can be controlled at a deceleration lower than themaximum deceleration. That is, in the level 1 MRM type, since there is apossibility that the vehicle crosses the lane, it is preferable to allowthe maximum deceleration. For example, in the level 1 MRM type, themaximum deceleration can be made when it is impossible to detect thesurroundings, when a collision with the rear is not expected in case ofa sudden stop, when a road is curved, when an obstacle in front isdetected within a certain distance, etc. However, as will be describedlater, in the level 2 MRM type, it is preferable to decelerate at adeceleration lower than the maximum deceleration.

In the level 1 MRM type, the lateral control is not performed. Also, thelateral control is not performed, and the MRC position may deviate fromthe lane boundary.

In the level 1 MRM type, the minimum/maximum execution time are asfollows. The minimum execution time may be longer than the time that thesubject vehicle takes from a point of time when the MRM is initiated toa point of time when the MRM is ended in a flat land condition by usinga constant maximum deceleration. The maximum execution time may beshorter than the time that the subject vehicle takes from a point oftime when the MRM is initiated to a point of time when the MRM is ended,in a flat land condition by using a neutral gear. For example, themaximum execution time may be the time that the subject vehicle takesfrom a point of time when the MRM is initiated to a point of time whenthe subject vehicle stops, in a flat land condition by using a neutralgear, or may be shorter.

For another example, the in-lane stop as the level 2 MRM type will bedescribed. In the case of the level 2 MRM type, there is no limit on therequired speed of the subject vehicle. That is, regardless of the speedof the subject vehicle, the level 2 MRM type may be determined.

In the level 2 MRM type, the maximum deceleration is preferably 4 m/s²or less.

In the level 2 MRM type, the minimum detection range will be describedwith reference to FIG. 13 . In the level 2 MRM type, it is necessary todetect at least obstacles which are in the front of the subject vehicleand within the same lane. The minimum detection distance d_(long,min) inthe longitudinal direction may be determined as follows based on themaximum deceleration and the speed of the subject vehicle.

$d_{{long},\min}\left\{ \begin{matrix}\frac{V\text{?}}{2 \cdot a_{\max}} & {\frac{V\text{?}}{2 \cdot a_{\max}} > 10} \\10 & {otherwise}\end{matrix} \right.$ ?indicates text missing or illegible when filed

Also, in the in-lane stop, in consideration of a case where the lane iscurved, the detection range should cover even a curvature of 500 m.

R _(road,min) [m]=500

Also, the minimum detection distance d_(lat,min) in the lateraldirection may be determined to be the same as the lane width inconsideration of the curvature.

It is preferable that the minimum detection range according to the MRMtype should be set wider as the MRM type is higher. This is because themore the type and number of usable sensors increase as the level of theMRM type is higher, and this is because it is preferable for safety thata minimum detection area should be set wider as the level of the MRMtype is higher.

Alternatively, the minimum detection range according to the MRM type maybe set wider as the level of the MRM type is lower. This is because thelower the level of MRM type, the higher the risk of collision withnearby vehicles since it is necessary to set the wider minimum detectionarea as the level of the MRM type is lower.

In the brake control of the level 2 MRM type, when a detectable distanceis less than the minimum detection distance or when the detection is notpossible, the brake control using the maximum deceleration can be made.However, if an obstacle within the minimum detection distance can bedetected, the brake can be controlled at a deceleration lower than themaximum deceleration.

In the level 2 MRM type, the lateral control may be performed within arange in which the subject vehicle can be maintained within the samelane.

In the level 2 MRM type, the minimum/maximum execution time are asfollows. The minimum execution time may be longer than the time that thesubject vehicle takes from a point of time when the MRM is initiated toa point of time when the MRM is ended in a flat land condition by usinga constant maximum deceleration. The maximum execution time may beshorter than the time that the subject vehicle takes from a point oftime when the MRM is initiated to a point of time when the MRM is ended,in a flat land condition by using a neutral gear.

FIG. 14 is a flowchart showing a method for selecting a type of aminimal risk maneuver according to a third embodiment of the presentdisclosure. Referring to FIG. 14 , the vehicle 100 may determine afailure state (S210). According to the embodiments, the vehicle 100 maydetermine the failure state by using the controller 120 or by using aresponse from the components of the vehicle 100. Here, the failure stateincludes whether or not the autonomous driving system is in a statecapable of controlling the vehicle. For example, the failure state ofbrakes, steering, sensors, etc., may mean a state in which theautonomous driving system (ADS) cannot control them.

The vehicle 100 may determine whether the deceleration and accelerationfunctions of the vehicle 100 are possible (S220). According to theembodiments, the vehicle 100 may determine whether a driving unit, forexample, an engine of the vehicle 100, an accelerator pedal, a brake,and components related to them operate normally.

When the deceleration and acceleration functions of the vehicle 100 arepossible (“Yes” in step S220), the vehicle 100 may determine whether thesteering function of the vehicle 100 is possible (S230). According tothe embodiments, the vehicle 100 may determine whether a steering wheelof the vehicle 100 and components related to the steering wheel operatenormally.

When the steering function of the vehicle 100 is not possible (“No” instep S230), the vehicle 100 may perform the straight stop as the minimalrisk maneuver. That is, if only the deceleration and accelerationfunctions of the vehicle 100 are possible, the vehicle 100 performs thestraight stop as the minimal risk maneuver.

When the steering function of the vehicle 100 is possible (“Yes” in stepS230), the vehicle 100 may determine whether road condition detection ispossible (S250). According to the embodiments, the vehicle 100 maydetermine whether the sensor 110 and components related thereto operatenormally.

When the road condition detection function of the vehicle 100 is notpossible (“No” in step S250), the vehicle 100 may perform the straightstop or the current lane stop as the minimal risk maneuver (S260). Thatis, when the deceleration and acceleration functions and the steeringfunction of the vehicle 100 are possible and the road conditiondetection is not possible, the vehicle 100 may perform the straight stopor may perform the current lane stop, as the minimal risk maneuver.

According to the embodiments, the vehicle 100 may travel along a lane byusing the steering function and stop within the lane by using thedeceleration and acceleration function.

When the road condition detection function of the vehicle 100 ispossible (“Yes” in step S250), the vehicle 100 may perform the straightstop, the current lane stop, or the out-of-lane stop, as the minimalrisk maneuver (S270). That is, when the deceleration and accelerationfunctions, the steering function, and the road condition detectionfunction of the vehicle 100 are all possible, the vehicle 100 mayperform the straight stop, may perform the current lane stop, or mayperform the out-of-lane stop, as the minimal risk maneuver. Theout-of-lane stop may include the adjacent lane stop and the shoulderstop.

According to the embodiments, the vehicle 100 may detect the front,rear, left and right states of the vehicle 100 by using the roadcondition detection function, may change a lane by using the steeringfunction according to the detection result, and may stop outside thelane by using the deceleration and acceleration functions. For example,the vehicle 100 sets a region of interest including the vicinity of thevehicle 100, thereby detecting the front, rear, left, and right statesof the vehicle 100. The shape of the region of interest may includevarious shapes such as a circle, an ellipse, a quadrangle, and atriangle, etc.

FIG. 15 is a flowchart showing a safety zone stop motion according tothe minimal risk maneuver according to a fourth embodiment of thepresent disclosure. Referring to FIG. 15 , the vehicle 100 may stop in asafety zone when performing the minimal risk maneuver. In the presentspecification, the safety zone means a zone in which the vehicle 100 cansafely stop among zones on the road, and may mean, for example, a reststop, a shoulder, or a variable lane that is not in use.

The vehicle 100 may initiate the minimal risk maneuver (S210). Accordingto the embodiments, the vehicle 100 may initiate the minimal riskmaneuver in response to a request for the minimal risk maneuver.

The vehicle 100 may determine whether the safety zone exists or not byusing navigation information (S220). According to the embodiments, thevehicle 100 may determine whether or not the safety zone exists on theroad around the vehicle 100 by using the current position of the vehicle100 and navigation information. The navigation information may be storedin a memory of the vehicle 100 or may be received through a network.

For example, the vehicle 100 may determine whether or not there is asafety zone located in the vicinity of the current position of thevehicle 100 based on the navigation information.

The vehicle 100 may determine whether the safety zone exists or not byusing the sensor 110 (S230). According to the embodiments, the vehicle100 obtains a video or an image of the surroundings of the vehicle 100by using at least one of a camera, a LIDAR sensor, and a RADAR sensor,and analyzes the video or image, thereby determining whether or not thesafety zone exists in the vicinity of the vehicle 100. For example, thevehicle 100 may recognize a sign around the vehicle 100 and determinewhether the recognized sign indicates that there is a safety zone.

The vehicle 100 may determine whether a safety zone exists or not byusing infrastructure communication (S240). According to the embodiments,the vehicle 100 may obtain information on the safety zone located in thevicinity of the vehicle 100 from the infrastructure, and determinewhether the safety zone exists in the vicinity of the vehicle 100 fromthe information. For example, the vehicle 100 may provide the currentposition of the vehicle 100 to the infrastructure, and may receive theinformation on the safety zone located in the vicinity of the vehicle100 from the infrastructure.

The vehicle 100 may stop in a safety zone based on the determinationsS220 to S240 (S250). According to the embodiments, when there exists acommon safety zone indicated by each of the determinations S220 to S240,the vehicle 100 may stop in the common safety zone. For example, when afirst safety zone determined based on the navigation information, asecond safety zone determined by using a sensor, and a third safety zonedetermined based on the information from the infrastructure are all thesame or located adjacent to each other, the vehicle 100 determines thatthere is a safety zone, and travels to the common safety zone and stops.

When the common safety zone indicated by each of the determinations S220to S240 does not exist, the vehicle 100 may determine that there is nosafety zone and continue to travel without stopping.

Also, according to the embodiments, in a case where some of thedeterminations S220 to S240 are not performed (e.g., due to a failure),when there exists the common safety zone indicated by the performeddeterminations, the vehicle 100 may stop in the common safety zone. Forexample, in a case where the information is not received from theinfrastructure, when the first safety zone determined based on thenavigation information and the second safety zone determined by using asensor are all the same or located adjacent to each other, the vehicle100 determines that the safety zone exists, and travels to the commonsafety zone and stops. That is, the vehicle 100 may determine that thesafety zone exists based on whether the safety zones determined by theperformed determinations are common or not.

FIG. 16 is a flowchart showing emergency assessment and emergencyhandling according to a fifth embodiment of the present disclosure.Referring to FIG. 16 , the vehicle 100 performs the autonomous driving(S210).

The vehicle 100 may check the state of the vehicle 100 (S220). Accordingto the embodiments, the vehicle 100 may check the state of eachcomponent and functions thereof

The vehicle 100 may check the state of the hardware configuration andthe software configuration of the vehicle 100. According to theembodiments, the vehicle 100 may determine whether a failure occurs inthe components and functions of the vehicle 100 and the position of thefailure. For example, the vehicle 100 may determine whether a failureoccurs in the sensor 110 and the position of the failure, whetherdriving functions of the vehicle such as a steering function, adeceleration function, an acceleration function, a brake, etc., are infailure, whether the autonomous driving is possible, whether an objectrecognition function is in failure or not, whether an external impactexists, whether damage occurs, etc.

The vehicle 100 may determine whether to perform the minimal riskmaneuver (S230). According to the embodiments, the vehicle 100 maydetermine whether to perform the minimal risk maneuver based on thedetermined state of the vehicle 100. For example, based on at least oneof the number of failed parts of the vehicle 100 (i.e., failedcomponents and failed functions), the position of the failed parts, andthe type of the failed parts, the vehicle 100 may calculate the severityof the current state of the vehicle 100, and may determine whether toperform the minimal risk maneuver based on the calculated severity.

When it is determined to perform the minimal risk maneuver (“Yes” instep S230), the vehicle 100 may perform the minimal risk maneuver(S240). According to the embodiments, the vehicle 100 may calculate theseverity of the vehicle 100 based on the determined state of the vehicle100, and when the calculated severity exceeds a predetermined degree,the vehicle 100 may perform the minimal risk maneuver, and, when thecalculated severity does not exceed the predetermined degree, thevehicle 100 may not perform the minimal risk maneuver.

When it is determined that the vehicle 100 does not perform the minimalrisk maneuver (“No” in step S230), the vehicle 100 may perform adiagnosis function (S250). According to the embodiments, the diagnosisfunction performs a self-diagnosis on the components and functions ofthe vehicle 100, and some problems of the components and functions maybe solved (or cured) through the diagnosis function. The diagnosisfunction may be performed by the processor 130.

According to the embodiments of the present application, when the stateof the vehicle 100 is not serious, the diagnosis function may beperformed without performing the minimal risk maneuver. Through this, itis possible not only to accurately determine the initiation condition ofthe minimal risk maneuver, but also to prevent unnecessary initiation ofthe minimal risk maneuver, thereby increasing the stability of thevehicle 100.

The vehicle 100 may determine whether the state of the vehicle isimproved (S260). According to the embodiments, the vehicle 100 maydetermine whether the failure or problem of the components and functionsof the vehicle 100 is resolved. For example, the vehicle 100 may checkthe state of the vehicle 100 once more.

When the state of the vehicle 100 is improved (“Yes” in step S260), thevehicle 100 may perform the autonomous driving. That is, when theproblem is resolved, the vehicle 100 may resume the autonomous driving.

When the state of the vehicle 100 is not improved (“No” in step S260),the vehicle 100 may be switched to the manual driving (S270). Accordingto the embodiments, the vehicle 100 may be switched to the manualdriving when there is a failure in the vehicle 100 even if the diagnosisfunction is performed. For example, if a problem of the autonomousdriving function is not resolved, the vehicle 100 may perform manualdriving by transferring the control authority to the driver instead ofcontinuously maintaining the autonomous driving.

According to the embodiments, when the state of the vehicle 100 is notimproved, the vehicle 100 may transmit a signal indicating a failure ofthe vehicle 100. For example, the vehicle 100 may transmit a signalindicating the failure of the vehicle 100 to a predetermined managementcenter (or server).

FIG. 17 is a flowchart showing a method for generating a notificationaccording to a minimal risk maneuver according to a sixth embodiment ofthe present disclosure. Referring to FIG. 17 , the vehicle 100 mayperform driving (S210). According to the embodiments, the vehicle 100may performing driving according to the autonomous driving or the manualdriving.

The vehicle 100 may perform the minimal risk maneuver (S220). Accordingto the embodiments, when a request for the minimal risk maneuver isgenerated while the vehicle is traveling, the vehicle 100 may performthe minimal risk maneuver in response to the request.

The minimal risk maneuver is performed, and the vehicle 100 may generatea notification (S230). According to the embodiments, the vehicle 100 maygenerate a notification related to the minimal risk maneuver.

The vehicle 100 may provide a notification of the performance of theminimal risk maneuver to the surrounding vehicle or surroundingfacilities (e.g., infrastructure, police station, fire station,hospital, etc.). According to the embodiments, the vehicle 100 may setan area in a certain range around the vehicle 100 and provide thenotification to other vehicles or facilities included in the area.

The vehicle 100 may provide the notification by transmitting a signalincluding specific information or by using a visual means and an audiomeans. For example, the vehicle 100 may provide the notification bytransmitting a signal including information on the minimal riskmaneuver, by turning on/off a hazard warning light, or by blowing ahorn.

According to the embodiments, the information on the minimal riskmaneuver may include information on whether the minimal risk maneuver isperformed, a point of time when the minimal risk maneuver is performed,and the type, position, and state of the vehicle 100 which has performedthe minimal risk maneuver, without being limited thereto, and mayinclude various information on the minimal risk maneuver.

FIG. 18 is a flowchart showing a method for giving control authorityaccording to a seventh embodiment of the present disclosure. Referringto FIG. 18 , the vehicle 100 may perform driving (S210). According tothe embodiments, the vehicle 100 may performing driving according to theautonomous driving or the manual driving.

The vehicle 100 may perform the minimal risk maneuver (S220). Accordingto the embodiments, when a request for the minimal risk maneuver isgenerated while the vehicle is traveling, the vehicle 100 may performthe minimal risk maneuver in response to the request.

The vehicle 100 may determine an entity of the control authority for theminimal risk maneuver (S230). According to embodiments, the vehicle 100may determine whether to give the control authority of the minimal riskmaneuver to the vehicle 100 or to the driver. In the present disclosure,the control authority refers to the authority to control the minimalrisk maneuver, and the subject having the authority may perform controlaccording to the minimal risk maneuver.

The vehicle 100 may determine an entity of the control authority basedon a cause that requires the minimal risk maneuver. As described above,when a specific event (e.g., risk) occurs for the vehicle 100, a requestfor the minimal risk maneuver may be generated. The vehicle 100 candetermine the entity of the control authority based on thecharacteristics of the event which requests the minimal risk maneuver.

According to the embodiments, when the request for the minimal riskmaneuver is generated by the driver, the vehicle 100 may determine theentity of the control authority for the minimal risk maneuver as thedriver. For example, when a cause of the failure is the driver (e.g.,inexperienced driving, etc.), the vehicle 100 may determine the entityof the control authority for the minimal risk maneuver as the driver. Ifthe cause of the request for the minimal risk maneuver is the driver,the autonomous driving system may not transfer the control authority tothe driver even though the driver intervenes. The autonomous drivingsystem can continue to perform the minimal risk maneuver even though thedriver intervenes.

According to the embodiments, when the request for the minimal riskmaneuver is generated by the vehicle 100, the vehicle 100 may determinethe entity of the control authority for the minimal risk maneuver as thevehicle 100. For example, when the cause of the failure is the vehicle100 (e.g., the failure of the sensor 110 or failure of the function,etc.), the vehicle 100 may determine the entity of the control authorityfor the minimal risk maneuver as the vehicle 100.

The vehicle 100 may give the control authority to the vehicle 100 or thedriver based on the result of determining the entity of the controlauthority (S240). According to the embodiments, when the entity of thecontrol authority is the vehicle 100, the minimal risk maneuver may beperformed by the vehicle 100, and when the entity of the controlauthority is the driver, the minimal risk maneuver may be performed bythe driver.

When it is determined that the entity of the control authority is thevehicle 100, the vehicle 100 may perform the minimal risk maneuver untilthe minimum risk condition is fulfilled. According to the embodiments,even though the control of the driver intervenes before the minimum riskcondition is fulfilled, the vehicle 100 may perform the minimal riskmaneuver without transferring the control authority. For example, whenit is determined that the entity of the control authority is the vehicle100, even though steering, braking, or acceleration is performed by thedriver, the minimal risk maneuver may be continuously performed by thevehicle 100.

When it is determined that the entity of the control authority is thedriver, the vehicle 100 may transfer the control authority for theminimal risk maneuver to the driver when the driver operates. Accordingto the embodiments, when the driver operates while the minimal riskmaneuver is being performed, the vehicle 100 may stop the minimal riskmaneuver and may be controlled according to the operation of the driver.For example, when steering, braking, or acceleration is performed by thedriver, the minimal risk maneuver by the vehicle 100 may be stopped, andthe vehicle 100 may be controlled according to the operation of thedriver.

According to the present disclosure, since the entity of the controlauthority for the minimal risk maneuver can be determined, damage due tothe uncertainty of the control authority in an emergency situation canbe prevented, and the stability of the vehicle during the minimal riskmaneuver can be increased through the control by the determined entity.

The operating methods of the vehicle according to the present disclosuremay be implemented with instructions which are stored in acomputer-readable storage medium and can be executed by a processor.

Directly and/or indirectly and regardless of whether the storage mediais in a raw state, in a formatted state, an organized state, or in anyother accessible state, the storage media may include a relationaldatabase, a non-relational database, an in-memory database, and adatabase which can store a data and include a distributed type database,such as other suitable databases that allows access to the data througha storage controller. In addition, the storage medium includes a primarystorage device, a secondary storage device, a tertiary storage device,an offline storage device, a volatile storage device, a nonvolatilestorage device, a semiconductor storage device, a magnetic storagedevice, an optical storage device, and a flash storage device, a harddisk drive storage device, a floppy disk drive, a magnetic tape, or anytype of storage device such as other suitable data storage medium.

In this specification, the instruction may be one of include assemblerinstructions, instruction-set-architecture (ISA) instructions, machineinstructions, machine-dependent instructions, microcode, firmwareinstructions, state setting data, and source codes or object codeswritten in any combination of one or more programming languagesincluding an object-oriented programming language such as Smalltalk,C++, etc., and a conventional procedural programming language such as a“C” programming language or similar programming languages.

Although the present invention has been described with reference to theembodiment shown in the drawings, this is just an example and it will beunderstood by those skilled in the art that various modifications andequivalent thereto may be made. Therefore, the true technical scope ofthe present invention should be determined by the spirit of the appendedclaims.

1. A vehicle for performing a minimal risk maneuver, the vehiclecomprising: a sensor which senses an environment around the vehicle andgenerates data related to the environment; a processor which monitors astate of the vehicle to generate data related to the state of thevehicle, and controls autonomous driving of the vehicle; a controllerwhich controls operations of the vehicle according to the control of theprocessor; and a communication circuit which transmits and receives datato and from the outside, wherein the processor determines any one of aplurality of types as a first minimal risk maneuver type based on adegree of risk around the vehicle and the state of the vehicle, whenthere is a request for the minimal risk maneuver, controls thecontroller to perform the minimal risk maneuver of the vehicle inaccordance with contents of the first minimal risk maneuver type, anddetermines any one other than the first minimal risk maneuver type amongthe plurality of types as a second minimal risk maneuver type, when atleast one of the degree of risk around the vehicle and the state of thevehicle is changed while the minimal risk maneuver is being performed.2. The vehicle of claim 1, wherein the plurality of types comprises: astraight stop as a level 1 type; an in-lane stop as a level 2 type; alane change plus stop in traffic lane as a level 3 type; a shoulder stopas a level 4 type; and a parking lane stop as a level 5 type.
 3. Thevehicle of claim 2, wherein, when the degree of risk around the vehicleis reduced or the state of the vehicle is improved while the minimalrisk maneuver is being performed, the processor determines ahigher-level type than the first minimal risk maneuver type as thesecond minimal risk maneuver type.
 4. The vehicle of claim 2, wherein,when the degree of risk around the vehicle is increased or the state ofthe vehicle is degraded while the minimal risk maneuver is beingperformed, the processor determines a lower-level type than the firstminimal risk maneuver type as the second minimal risk maneuver type. 5.The vehicle of claim 2, wherein, when a speed of the vehicle is lessthan a predetermined speed while the minimal risk maneuver is beingperformed, the processor determines a lower-level type than the firstminimal risk maneuver type as the second minimal risk maneuver type. 6.The vehicle of claim 5, wherein the first minimal risk maneuver type isthe level 3 type or is higher than the level 3 type, and wherein, whenthe speed of the vehicle is less than the predetermined speed while theminimal risk maneuver is being performed, the processor determines thelevel 1 type or the level 2 type as the second minimal risk maneuvertype.
 7. The vehicle of claim 2, wherein the processor is furtherconfigured to determine whether to perform the minimal risk maneuver ofthe vehicle in accordance with the second minimal risk maneuver type,based on a degree of performance of the minimal risk maneuver of thevehicle according to the contents of the first minimal risk maneuvertype, and maneuver contents of the second minimal risk maneuver type. 8.The vehicle of claim 7, wherein, when the minimal risk maneuver of thevehicle according to the contents of the first minimal risk maneuvertype is performed at a level higher than a predetermined level, theprocessor determines not to perform the minimal risk maneuver of thevehicle in accordance with the second minimal risk maneuver type.
 9. Thevehicle of claim 7, wherein the first minimal risk maneuver type is thelevel 1 type or the level 2 type, wherein the second minimal riskmaneuver type is the level 3 type or is higher than the level 3 type,and wherein, when the minimal risk maneuver of the vehicle according tothe contents of the first minimal risk maneuver type has been performedat a level higher than a predetermined level and there is no vehiclearound the vehicle of the driver, the processor determines to performthe minimal risk maneuver of the vehicle in accordance with the secondminimal risk maneuver type.
 10. The vehicle of claim 2, wherein theprocessor determines a highest type among the types that the vehicle isable to perform as the second minimal risk maneuver type.
 11. A methodfor operating a vehicle for performing a minimal risk maneuver, themethod comprising: a first step of determining any one of a plurality oftypes as a first minimal risk maneuver type based on a degree of riskaround the vehicle and the state of the vehicle, when there is a requestfor the minimal risk maneuver; a second step of performing the minimalrisk maneuver of the vehicle in accordance with contents of the firstminimal risk maneuver type; and a third step of determining any oneother than the first minimal risk maneuver type among the plurality oftypes as a second minimal risk maneuver type, when at least one of thedegree of risk around the vehicle and the state of the vehicle ischanged while the second step is being performed.
 12. The method ofclaim 11, wherein the plurality of types comprises: a straight stop as alevel 1 type; an in-lane stop as a level 2 type; a lane change plus stopin traffic lane as a level 3 type; a shoulder stop as a level 4 type;and a parking lane stop as a level 5 type.
 13. The method of claim 12,wherein, when the degree of risk around the vehicle is reduced or thestate of the vehicle is improved while the second step is beingperformed, the third step comprises determining a higher-level type thanthe first minimal risk maneuver type as the second minimal risk maneuvertype.
 14. The method of claim 12, wherein, when the degree of riskaround the vehicle is increased or the state of the vehicle is degradedwhile the second step is being performed, the third step comprisesdetermining a lower-level type than the first minimal risk maneuver typeas the second minimal risk maneuver type.
 15. The method of claim 12,wherein, when a speed of the vehicle is less than a predetermined speedwhile the second step is being performed, the third step comprisesdetermining a lower-level type than the first minimal risk maneuver typeas the second minimal risk maneuver type.
 16. The method of claim 15,wherein the first minimal risk maneuver type is the level 3 type or ishigher than the level 3 type, and wherein, when the speed of the vehicleis less than the predetermined speed while the second step is beingperformed, the third step comprises determining the level 1 type or thelevel 2 type as the second minimal risk maneuver type.
 17. The method ofclaim 12, further comprising a fourth step of determining whether toperform the minimal risk maneuver of the vehicle in accordance with thesecond minimal risk maneuver type, based on a degree of performance ofthe minimal risk maneuver of the vehicle according to the contents ofthe first minimal risk maneuver type, and maneuver contents of thesecond minimal risk maneuver type.
 18. The method of claim 17, wherein,when the minimal risk maneuver of the vehicle according to the contentsof the first minimal risk maneuver type is performed at a level higherthan a predetermined level, the fourth step comprises determining not toperform the minimal risk maneuver of the vehicle in accordance with thesecond minimal risk maneuver type.
 19. The method of claim 17, whereinthe first minimal risk maneuver type is the level 1 type or the level 2type, wherein the second minimal risk maneuver type is the level 3 typeor is higher than the level 3 type, and wherein, when the minimal riskmaneuver of the vehicle according to the contents of the first minimalrisk maneuver type has been performed at a level higher than apredetermined level and there is no vehicle around the vehicle of thedriver, the fourth step comprises determining to perform the minimalrisk maneuver of the vehicle in accordance with the second minimal riskmaneuver type.
 20. The method of claim 12, wherein the third stepcomprises determining a highest type among the types that the vehicle isable to perform as the second minimal risk maneuver type.